WO2014167087A1 - Dispositif amortisseur de chocs, destiné en particulier à un aéronef - Google Patents
Dispositif amortisseur de chocs, destiné en particulier à un aéronef Download PDFInfo
- Publication number
- WO2014167087A1 WO2014167087A1 PCT/EP2014/057358 EP2014057358W WO2014167087A1 WO 2014167087 A1 WO2014167087 A1 WO 2014167087A1 EP 2014057358 W EP2014057358 W EP 2014057358W WO 2014167087 A1 WO2014167087 A1 WO 2014167087A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- core
- aircraft
- adapter
- male
- female
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
- B64C25/58—Arrangements or adaptations of shock-absorbers or springs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
- B64C25/52—Skis or runners
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
- B64C25/58—Arrangements or adaptations of shock-absorbers or springs
- B64C25/62—Spring shock-absorbers; Springs
- B64C25/64—Spring shock-absorbers; Springs using rubber or like elements
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F7/00—Vibration-dampers; Shock-absorbers
- F16F7/12—Vibration-dampers; Shock-absorbers using plastic deformation of members
- F16F7/121—Vibration-dampers; Shock-absorbers using plastic deformation of members the members having a cellular, e.g. honeycomb, structure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F7/00—Vibration-dampers; Shock-absorbers
- F16F7/12—Vibration-dampers; Shock-absorbers using plastic deformation of members
- F16F7/121—Vibration-dampers; Shock-absorbers using plastic deformation of members the members having a cellular, e.g. honeycomb, structure
- F16F7/122—Vibration-dampers; Shock-absorbers using plastic deformation of members the members having a cellular, e.g. honeycomb, structure characterised by corrugations, e.g. of rolled corrugated material
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C25/00—Alighting gear
- B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface
- B64C2025/325—Alighting gear characterised by elements which contact the ground or similar surface specially adapted for helicopters
Definitions
- the present invention relates to impact absorption systems, in particular in the aeronautical and aerospace sector. More particularly it relates to a device for absorbing at least a part of the kinetic impact energy of an aircraft.
- the device according to the present invention is applicable to fixed-wing or rotary-wing vertical take-off aircraft with a fixed landing gear skid.
- the device according to the present invention may also be applied to small-size, fixed-wing, tourist aircraft with a fixed undercarriage mounted on wheels or skids.
- the device according to the present invention may also be applied to other landing components, for example to the pontoons of seaplanes or helicopters for performing operations in the open sea.
- fixed landing gear skid (or also only “skid” or “fixed skid”) will be used to indicate a skid of a rotary-wing or fixed-wing vertical take-off aircraft, a fixed undercarriage (which may also be mounted on wheels) of a small-size, fixed-wing, tourist aircraft, or another landing component, for example pontoons of seaplanes or helicopters for performing operations in the open sea.
- the active systems comprise all the devices designed to avoid, as far as possible, situations which may endanger the life of passengers and the crew.
- the active systems include fire detection and suppression systems, emergency oxygen supply systems and all the alarm systems which signal defective operation of the aircraft.
- the passive systems comprise all those devices used to limit the damage which may arise following an accident during a flight.
- the passive systems include the systems for extinguishing any fires which might break out after an impact or for preventing the explosion of fuel tanks.
- the object of the present invention is to provide an impact absorber device for the passive safety of an aircraft, which may be incorporated in a minimally invasive manner in the existing structures, both during construction of a new aircraft and during adaptation of an aircraft.
- the first known system comprises one or more inflatable cushions of the airbag type positioned on the outside of the aircraft, on the bottom thereof.
- This system is currently seldom used in the civil and military aeronautical industry because its contribution in terms of energy absorption is somewhat limited and it in any case causes huge damage to the aircraft structure.
- the tail of a rotary-wing aircraft is completely destroyed in the event of impact with the ground.
- the use of this known system is approved and recommended only for landings at sea or on water. In fact, the airbag would be subject to puncturing if it came into contact with the roughness present on the ground.
- the second known system envisages the use of a crash-box which is made of plastic or the like and is fixed to the bottom of the aircraft.
- the problem of this system is that the crash-box is very bulky, is difficult to design in terms of dimensions and is difficult to control during a violent impact.
- WO2010/141628 discloses a damper for a landing gear of a helicopter having a barrel, a piston defining a first hydraulic cavity between the piston and a bottom end of the barrel and a second hydraulic cavity between the piston and a top of the barrel, a stack of disc springs disposed within the first hydraulic cavity in a compressed state between the bottom end of the barrel and the piston.
- Each of the disc springs having a substantially concave side and an opposing substantially convex side, the disc springs stacked in an alternating pattern such that any two adjacent washers have their like sides positioned adjacent to each other.
- the damper is secured to a skid by a bottom bushing and is further secured to the helicopter via a top bushing.
- the damper of WO '628 is arranged outside of the skid legs. This in turn modifies, with very negative consequences, the aerodynamic resistance of the aircraft with a consequent reduction in the flying performance and increase in fuel consumption.
- the damper of WO '628 is designed only for use under compression and does not have a significant tensile strength caused by anchoring accessories to the landing gear.
- the object of the present invention is to provide a device for absorbing at least a part of the kinetic impact energy between a fixed landing skid of an aircraft and the ground, which solves the problems of the known solutions.
- the present invention provides an impact absorber device of a fixed landing skid of an aircraft.
- the device comprises a female element, a male element and a core arranged between said female element and said male element, wherein said female element comprises a cavity and said male element comprises a support and pressure surface for supporting said core, wherein said core comprises a body of a metallic material with controlled plastic deformation and with no elastic return and no rebound, wherein said device comprises:
- the core may for example comprise an extruded body having a honeycomb structure or a body comprising a spirally wound metallic substrate.
- the substrate may comprise a corrugated lamina and a flat lamina joined together.
- the core may, advantageously, be at least partially made of aluminium or an aluminium alloy.
- the core may be anodized and/or sandblasted and/or polished.
- the core may be connected to the male element and/or to the female element by means of adhesive.
- the core may be connected to the male element by means of a threaded element and may be connected to the female element by means of a further threaded element.
- a non- threaded rod passing inside the core could be used.
- the device may also comprise at least one adapter connected to the male element or to the female element.
- the adapter is designed for connection to a tubular structure which connects the landing skid to the aircraft.
- the invention provides an aircraft comprising a device as described above.
- Figures 1 a, 1 b and 1 c are simplified views of aircraft with a fixed landing skid incorporating the device according to the invention
- Figure 2 is a partially exploded, axonometric view of a first embodiment of an impact absorber device according to the present invention
- Figure 3 is a partially exploded axonometric view of the device according to Figure 2;
- Figures 4 and 5 show a male element of the device according to Figure 2;
- Figures 6 and 7 show a female element of the device according to Figure 2;
- Figure 8 is an axonometric view of a spacer element of the device according to Figure 2;
- Figure 9 is an axonometric view of an adapter of the device according to Figure 2;
- FIGS 10 and 1 1 show, in cross-section, two variants of the adapter of the device according to Figure 2;
- Figure 12 is a partially sectioned view of an impact absorber device according to the present invention with protective bellows mounted;
- Figures 13a, 13b, 13c, 13d and 13e are schematic cross-sections of cores according to the present invention;
- Figure 14 is a longitudinally sectioned view of a second embodiment of an impact absorber device according to the present invention.
- Figure 15 is a longitudinally sectioned view of a third embodiment of an impact absorber device according to the present invention.
- Figures 1 a and 1 b show an aircraft 1 with fixed landing skids incorporating the device 10 according to the present invention.
- the device 10 according to the present invention may be applied to rotary- wing or fixed-wing vertical take-off aircraft, including helicopters, gyrodynes or flying platforms, which have the fixed landing skid.
- the device 10 according to the present invention as shown in Figure 1 c, may also be applied to small tourism aircraft with a fixed undercarriage mounted on wheels or skids or with fixed structures supporting pontoons or the like.
- Figure 2 shows a partially exploded view of the device 10 according to a first embodiment of the invention.
- the figure also shows a portion of the skid 1 A and portions 1 B and 1 C of the tubular structure which connects the skid 1 A to the rest of the aircraft 10.
- the device 1 0 comprises a female component 20, a male component 30 and a core 40.
- the device 10 also comprises two adapters 50. It may also comprise a protection bellows 70 and fixing clips 71 for fastening the ends of the protection bellows 70.
- the female component 20 is also shown in Figures 6 and 7.
- the female component has the form substantially of a hollow cylinder with a circular cross-section having an open end 21 and a closed bottom 22.
- the closed bottom comprises a central through-hole 23.
- the closed bottom could also comprise openings 24 (for example formed by means of milling) in order to reduce the weight of the component.
- the through-hole 23 is suitable for receiving and retaining a threaded element 25 such as a hexagonal socket head screw.
- the threaded element 25 is designed to fix the female component to an adapter 50 which will be described more fully in the present description below.
- the threaded element is locked by means of a nut and washer 251 , 252 (Fig. 3).
- the female component 20 consists of a single piece of a metallic material such as steel, stainless steel, aluminium, aluminium alloy, titanium, titanium alloy or the like.
- a metallic material such as steel, stainless steel, aluminium, aluminium alloy, titanium, titanium alloy or the like.
- the aluminium alloy 6082 may be used. This alloy has excellent malleability characteristics during machining, hardness, structural strength and corrosion resistance.
- the aluminium alloy 7075, aluminium alloy 5053 or a structural steel may be used.
- the steel and the titanium increase the weight of the device, but provide a greater stress resistance.
- the female component 20 is manufactured from a composite material.
- the internal diameter of the female component 20 is about 1 35 mm and the external diameter is about 145 mm.
- the length (from the closed bottom 22 to the open end 21 ) of the internal surface 25 of the female component 20 is about 170 mm.
- the male component 30 according to the first embodiment is also shown in Figures 4 and 5.
- the male component 30 according to the first embodiment comprises a mushroom-shaped body with a circular cross-section having a shank 31 and a cap 32 with a diameter larger than the diameter of the shank 31 .
- the male component consists preferably of a solid body made of a metallic material such as steel, stainless steel, aluminium, aluminium alloy, titanium, titanium alloy or the like.
- a metallic material such as steel, stainless steel, aluminium, aluminium alloy, titanium, titanium alloy or the like.
- the aluminium alloy 6082 may be used. This alloy has excellent malleability characteristics during machining, hardness, structural strength and corrosion resistance.
- the aluminium alloy 7075, aluminium alloy 5053 or a structural steel may be used.
- the steel and the titanium increase the weight of the device, but provide a greater stress resistance.
- the male component 30 is manufactured from a composite material so that the whole weight becomes reduced.
- the male component 30 preferably comprises a central through-hole 33 with a larger diameter along a certain section and a smaller diameter over the rest of its length.
- the outer surface 34 of the male component 30 according to the first embodiment may comprise weight-reducing milled zones 35.
- the through-hole 33 is suitable, in a manner similar to the through- hole 23 in the female component 20, for receiving and retaining a threaded element 25 such as a hexagonal socket head screw.
- the threaded element 25 is designed to fix the male component to an adapter 50 which will be described more fully in the present description below.
- the threaded element 25 is locked by means of a nut and washer 251 , 252 (Fig. 3).
- a spacer 60 may be arranged between the male component 30 and the adapter 50.
- the spacer 60 may be in the form of a thick disc, preferably with one or more radial grooves 60A, 60B, 60C on its outer surface.
- the grooves are advantageously provided for retaining a sealant and favouring crystallization thereof.
- the sealant is intended to seal a protection bellows 70 which will also be mentioned below.
- the spacer 60 may have a solid surface or may, more preferably, have a series of openings 61 formed by means of milling, casting or some other process.
- the spacer 60 comprises a central through-hole 63 allowing the threaded element 25 to pass through it.
- the spacer 60 may be bonded to the adaptor 50 by means of a layer of adhesive or may be left free.
- the device 10 preferably comprises two adapters 50, i.e. a top adapter and a bottom adapter.
- the top adapter and the bottom adapter are formed in the same manner and therefore only one adapter 50 will be described with reference to Figures 9, 10 and 1 1 .
- the adapter 50 comprises a solid body of cylindrical shape with a first larger-diameter section 51 and a second smaller- diameter section 52.
- a transition section 55 is provided between the two sections 51 and 52.
- a central through-hole 53 which crosses both the larger-diameter section and the smaller-diameter section is provided.
- the adapter 50 also comprises a transverse through-hole 54 which extends along a diameter of the section 52.
- the hole 54 is suitable for receiving a locking pin 56 shown in Figure 2.
- the pin 56 may be a threaded member locked by means of a nut and counter-nut 57.
- the adapter 50 may be made of the same material as the female component and/or the male component.
- Figure 10 shows a cross-section of a first embodiment of an adapter 50 according to the present invention.
- the adapter according to the first embodiment is designed to be fitted inside a tubular section 1 A or 1 B of a skid of an aircraft (helicopter or the like).
- Figure 1 0 also shows threaded hole 54 suitable for receiving a locking pin 56 which is threaded at its end.
- Figure 1 1 shows a cross-section of a second embodiment of an adapter 50 according to the present invention.
- the adapter according to the second embodiment is designed to be fitted outside a tubular section 1 A or 1 B of a skid of a helicopter or the like.
- Figure 1 1 shows threaded hole 54 suitable for receiving a locking pin 56 which is threaded at its end.
- the core 40 is arranged between the female component 20 and the male component 30.
- the core 40 has a shape which is roughly cylindrical with a circular cross-section.
- the core 40 is connected to the surface 36 (Fig. 4) of the male component 30, for example by means of bonding.
- a structural adhesive for metals typically a dual- component epoxy resin, may be used.
- the connection between core and male component may also be performed by means of braze-welding or other similar techniques.
- a direct mechanical connection between the female component 20 and the male component 30 is not envisaged since they may be free to slide inside each other.
- the cylindrical inner surface of the female component and/or the outer surface of the male component may be kept moistened by means of an oily or synthetic lubricant.
- this lubricant is retained by means of a bellows made of rubber or a similar elastic and deformable material.
- This bellows 70 is shown only in Figure 12. It is instead not shown in the other figures, so as not to hinder viewing of the other components of the device.
- the bellows 70 may be fixed by means of - for example metallic - clamping clips 71 or the like.
- the lubricant is provided for avoiding blocking of sliding components but it gives no substantial contribution to damping.
- the core 40 according to the present invention is an extruded solid with a substantially cylindrical geometry having an internal honeycomb structure (Fig. 1 3c) which may be made of different materials and metal alloys.
- Fig. 1 3c an internal honeycomb structure
- the diameter, the thickness of the inner laminae, the density of the cells and/or other physical or geometrical characteristics it is possible to obtain an extremely large number of combinations which directly affect the weight, structural strength and impact energy absorption capacity.
- all these properties may be expressed by means of well-defined physical/mathematical laws (with a small degree of approximation) for predicting with great accuracy all the responses of the component when subject to particular types of forces or impacts; it is thus possible to carry out a specific study for each area of use and ensure the application of the most suitable and practical solutions.
- the cells are hexagonal cells with a side size of 4-6 mm, for example about 5 mm.
- the core 40 is formed by spirally (or helically) winding around a mandrel a metallic substrate comprising a corrugated lamina 41 and a flat lamina 42 which are joined together.
- the core 40 is formed by helically winding around a mandrel a metallic substrate formed by a corrugated lamina sandwiched between two flat laminae connected together.
- the lamina 41 , 42 may have a thickness of about 0.20 mm.
- the thickness of the substrate may be about 5.0 mm.
- Figure 13a shows an energy absorption core with a single spiral (40').
- Figure 1 3b instead shows an energy absorption core with a double spiral (40', 40").
- Figures 1 3c, 13d and 13e show other possible cross-sections of the energy absorption core.
- the core 40 may be formed as a honeycomb with substantially hexagonal cells (Figure 13c), with substantially circular cells (Figure 13d) or with substantially square cells (Figure 1 3e).
- the shape affects density of the core.
- the core 40 could be partially filled with a polyurethane foam (which autonomously changes its physical state).
- a polyurethane foam which autonomously changes its physical state.
- at least some of the honeycomb cavities of the core are filled with polyurethane foam.
- all the honeycomb cavities of the core are filled over a length equal to at least one 1 /5th of the height of the core. More preferably, all the honeycomb cavities of the core are filled over a length equal to about 1 /4 of the height of the core.
- the lamina may have a thickness of about 0.20 mm.
- the thickness of the substrate may be about 5.0 mm.
- the core 40 is connected to the male component 30 and/or to the female component 20 by means of bonding.
- the core 40 is subjected to an anodization treatment.
- the anodization treatment is carried out on the whole of the core.
- the anodization treatment involves an increase in the porosity of the material so as to obtain more robust and durable bonding.
- the core 40 is subjected to a sandblasting treatment in order to render the surface more porous.
- the sandblasting treatment causes an increase in the porosity of the material so as to obtain more robust and durable bonding.
- Advantageously similar sandblasting treatment may be also carried out on the male component and/or on the female component.
- the surfaces of the core are subjected to a polishing treatment, in this case also with the aim of obtaining better bonding results.
- the core has an outer diameter of between about 70 mm and 90 mm, preferably about 80 mm, and a height of between about 55 mm and about 75 mm, preferably of about 65 mm.
- the density of the core is about 0.60306 g/cm 3 ⁇ 1 0%.
- the density of the core varies depending on the external dimensions of the core itself and depending on the diameter of the inner hole.
- the male component 30 acts as a piston, accumulating the energy of the impact and transferring it to the core 40, causing deformation thereof and resulting in both elements (core and male component) filling and occupying the hollow space of the female component 20.
- a containing collar is also provided for reinforcing the radial strength of the female component 20 in the event of an impact and therefore in case there is a compression (and therefore radial expansion) of the core 40.
- the containing collar may be formed by a plurality of rings made of metallic material and immersed in an epoxy matrix and laminated with double twill carbon skins with an intra-level orientation of 45 °.
- FIGS 14 and 15 show two further embodiments of the present invention.
- the same reference numbers have been used to distinguish the same parts or parts which are functionally equivalent.
- a double internally threaded connection is provided.
- the impact absorber device uses two different threaded connections.
- the first threaded connection 25' for connecting an adapter 50 to the male component 30.
- the second threaded connection 25" for connecting the female component 20 to the other opposite adapter 50.
- the male component 30 may be fastened to the core by means of bonding with an adhesive of the type mentioned above.
- Figure 14 also shows the two tubular portions 1 B and 1 C of the tubular structure which connects the skid 1 A to the remainder of the aircraft 10.
- the device is connected directly to the tubular support structure of the landing skids, is able to withstand also high tensile forces and has a negligible impact on the weight of the aircraft and its aerodynamic resistance during forward movement.
- a single, internal, threaded connection 25 between the two adapters 50 is provided.
- the male component 30 may be fastened to the core by means of bonding using an adhesive of the type mentioned above.
- the male component 30 may be formed with a shaped central part which has a central hole and reinforcing flanges 37. These reinforcing flanges are preferably four or more in number and may be fastened to the central part by means of a structural adhesive of the type mentioned above.
- the device according to the present invention may be applied to rotary-wing or fixed-wing vertical take-off aircraft, including helicopters, gyrodynes and flying platforms, which have the fixed landing skid.
- the device according to the present invention may also be applied to small tourist aircraft with a fixed undercarriage mounted on wheels or skids, or to all the other machines indicated above.
- the core which is modified only by means of an increase in its density and anodization of the said component so that it has a greater functional capacity in the finished product and greater absorption of the kinetic energy (the increase in absorption is small compared to the total amount it normally absorbs).
- the current application is intended for all those structures which are subject to a compressive force and have a tubular structure, with a geometric cross-section formed for example by a circle, a square or a rectangle.
- the device 10 is inserted inside the part of the structure directed towards the ground.
- the device 10 according to the invention may be fitted during design and initial construction of the aircraft 1 or may be mounted subsequently by adapting the fixed landing member.
- it may be necessary to cut the tubular part of the fixed landing member at a predetermined point and insert the device inside the structure (by means of the adapters, inside or outside the tubular part).
- the connection may be performed by means riveting/bolting, welding or bonding.
- the holes 54 of the adapter 50 may be used for bolting.
- the device according to the present invention does not require essentially any type of maintenance after installation (apart from the usual routine checks generally carried out on all the parts of an aircraft). This is due to the fact that there are no mechanical parts which are moving or subject to any type of wear except at the moment of impact. Indeed, the lubricant, if any, should not be checked, replaced or replenished. At this point no direct operation will be carried out on the device, but simple replacement following the damage will be performed.
- the present invention offers a series of advantages compared to the known solutions and in particular compared to WO '628, among which the following may be mentioned:
- the impact absorber device according to the invention has a tensile strength greater than that required for a landing member installed on a helicopter or the like, allowing a structural assembly which does not adversely affect the performance of an aircraft fitted with a conventional system without impact dampers.
- the damper according to WO '628 does not posses the same physical characteristics, being designed for compressive use only, without any substantial tensile strength.
- the impact absorber device according to the invention is based on the use of a core with controlled plastic deformation of metallic material allowing a very large amount of energy to be dissipated without problems of fragility.
- the impact absorber device according to the invention does not require extraordinary maintenance operations or checks, compared to the known systems with hydraulic or gas-operated parts.
- the impact absorber device according to the invention is installed as an integral part of the fixed-type landing member (as shown in Figures 1 and 2) and not on the outside thereof (as in the solution according to WO '628).
- the impact absorber device according to the invention is inserted inside the landing member of the aircraft and does not modify the coefficient of aerodynamic resistance of the moving aircraft, thus avoiding limitation of the movement performance and increased fuel consumption. This problem is due to the increase in surface area which opposes the movement of the aircraft resulting from the use of one or more dampers outside the landing member and outside the fuselage of the helicopter.
- the impact absorber device according to the invention may be installed in any landing member of the fixed type used by helicopters or other vehicles.
- the damper according to WO '628 requires modification of the internal structure of the aircraft and external structure in order to create additional attachment points.
- the aircraft in order to install the damper of WO '628, the aircraft must be fitted with systems for limiting the tensile load.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Vibration Dampers (AREA)
Abstract
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201480029167.9A CN105392698A (zh) | 2013-04-12 | 2014-04-11 | 特别用于飞行器的冲击吸收装置 |
US14/783,887 US9849974B2 (en) | 2013-04-12 | 2014-04-11 | Impact absorber device, particularly for aircraft |
CA2909123A CA2909123A1 (fr) | 2013-04-12 | 2014-04-11 | Dispositif amortisseur de chocs, destine en particulier a un aeronef |
EP14717130.0A EP2983985A1 (fr) | 2013-04-12 | 2014-04-11 | Dispositif amortisseur de chocs, destiné en particulier à un aéronef |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
IT000604A ITMI20130604A1 (it) | 2013-04-12 | 2013-04-12 | Dispositivo assorbitore d'urti, particolarmente per velivoli |
ITMI2013A000604 | 2013-04-12 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2014167087A1 true WO2014167087A1 (fr) | 2014-10-16 |
Family
ID=48446471
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2014/057358 WO2014167087A1 (fr) | 2013-04-12 | 2014-04-11 | Dispositif amortisseur de chocs, destiné en particulier à un aéronef |
Country Status (6)
Country | Link |
---|---|
US (1) | US9849974B2 (fr) |
EP (1) | EP2983985A1 (fr) |
CN (1) | CN105392698A (fr) |
CA (1) | CA2909123A1 (fr) |
IT (1) | ITMI20130604A1 (fr) |
WO (1) | WO2014167087A1 (fr) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3070190A1 (fr) * | 2015-03-17 | 2016-09-21 | Goodrich Corporation | Anodisation en alliage d'aluminium |
FR3062112A1 (fr) * | 2017-01-26 | 2018-07-27 | Airbus Helicopters | Atterrisseur d'aeronef comportant un systeme ecreteur d'effort a friction |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
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CN106379517A (zh) * | 2016-11-11 | 2017-02-08 | 四川省科拓梦无人机科技有限公司 | 一种适用于起伏路面的无人机起落架 |
CN106494623B (zh) * | 2016-12-06 | 2019-02-12 | 国网通用航空有限公司 | 用于滑撬式直升机的地面拖机轮 |
CN109278991A (zh) * | 2017-07-19 | 2019-01-29 | 中国空空导弹研究院 | 防撞梁及使用该防撞梁的起落架和飞行器 |
US11332238B2 (en) * | 2020-03-22 | 2022-05-17 | Aurora Flight Sciences Corporation | Energy absorbing landing gear system for a vertical landing apparatus and method of using the same |
CN113944716B (zh) * | 2021-10-18 | 2023-08-22 | 湖南闽湘消防设备有限公司 | 一种耐高温自灭火减震器 |
Citations (3)
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DE1104833B (de) * | 1959-12-08 | 1961-04-13 | Merckle Flugzeugwerke G M B H | Landestossdaempfer fuer Senkrechtstartflugzeuge |
US3466733A (en) * | 1963-05-31 | 1969-09-16 | American Cyanamid Co | Method of making shock absorber cartridge |
WO2010141628A2 (fr) * | 2009-06-02 | 2010-12-09 | Dunn Marcus L | Amortisseur de train d'hélicoptère |
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2013
- 2013-04-12 IT IT000604A patent/ITMI20130604A1/it unknown
-
2014
- 2014-04-11 CN CN201480029167.9A patent/CN105392698A/zh active Pending
- 2014-04-11 EP EP14717130.0A patent/EP2983985A1/fr not_active Withdrawn
- 2014-04-11 WO PCT/EP2014/057358 patent/WO2014167087A1/fr active Application Filing
- 2014-04-11 US US14/783,887 patent/US9849974B2/en not_active Expired - Fee Related
- 2014-04-11 CA CA2909123A patent/CA2909123A1/fr not_active Abandoned
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
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DE1104833B (de) * | 1959-12-08 | 1961-04-13 | Merckle Flugzeugwerke G M B H | Landestossdaempfer fuer Senkrechtstartflugzeuge |
US3466733A (en) * | 1963-05-31 | 1969-09-16 | American Cyanamid Co | Method of making shock absorber cartridge |
WO2010141628A2 (fr) * | 2009-06-02 | 2010-12-09 | Dunn Marcus L | Amortisseur de train d'hélicoptère |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3070190A1 (fr) * | 2015-03-17 | 2016-09-21 | Goodrich Corporation | Anodisation en alliage d'aluminium |
US9790613B2 (en) | 2015-03-17 | 2017-10-17 | Goodrich Corporation | Aluminum alloy anodization |
FR3062112A1 (fr) * | 2017-01-26 | 2018-07-27 | Airbus Helicopters | Atterrisseur d'aeronef comportant un systeme ecreteur d'effort a friction |
Also Published As
Publication number | Publication date |
---|---|
CN105392698A (zh) | 2016-03-09 |
EP2983985A1 (fr) | 2016-02-17 |
ITMI20130604A1 (it) | 2014-10-13 |
CA2909123A1 (fr) | 2014-10-16 |
US9849974B2 (en) | 2017-12-26 |
US20160052625A1 (en) | 2016-02-25 |
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